https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Hampden&output=rss2
Thu, 21 Mar 2019 19:54:58 +0000omeka-admin@lincoln.ac.uk (IBCC Digital Archive)Unless otherwise noted, each item is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command CentreZend_Feedhttp://blogs.law.harvard.edu/tech/rsshttps://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/16288

Creator

Publisher

IBCC Digital Archive

Contributor

Mike Connock

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Temporal Coverage

Title

Peter Stevens' pilot's flying log book

Description

Pilots flying log book for Peter Stevens, covering the period from 6 June 1940 to 7 September 1941 when he was taken prisoner of war and then from 26 July 1945 to 22 January 1947 and from 28 September 1952 to 19 September 1953. Detailing his flying training, operations flown, instructor duties and post war flying. He was stationed at RAF Hamble, RAF Watchfield, RAF Ansty, RAF Shawbury, RAF Cranage, RAF Upper Heyford, RAF Hemswell, RAF Cottesmore, RAF North Luffenham. RAF Gatow, RCAF St Hubert. Aircraft flown were, Avro Cadet, Tiger Moth, Oxford, Anson, Hampden and Harvard. He flew a total of 24 night time operations with 144 squadron, until his aircraft was hit by flak and he crash landed near Amsterdam. One of the crew was killed and the other three taken prisoner of war. Targets were Wangeroog, Cologne, Dusseldorf, Duisberg, Osnabruck, Hannover, Frankfurt, Karlsruhe, Mannheim, Brest and Berlin. Following repatriation he joined Station Flight at RAF Gatow and then joined 401 Auxiliary squadron RCAF.

This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.

Creator

Publisher

IBCC Digital Archive

Contributor

Mike Connock

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Temporal Coverage

Title

Die Kriegsflugzeuge der Feindmächte

Description

Contains photographs, silhouettes and drawings of British, American and Russian aircraft, showing dimensions, armament, armour plate or glass, and position of fuel tanks. Tables set out aircraft capabilities, including range and bomb loads.

Creator

Publisher

IBCC Digital Archive

Date

1942-09

Contributor

Peter Schulze

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Title

Frederick Caunter-Jackson Obituary

Description

Transcript from news cutting, Kings Lynn paper 1941. Reports that Pilot Officer Frederick Arthur Caunter-Jackson lost his life as a result of air operations on night 11/12 June 1941. Other names of his crew were listed and it is assumed his was the unidentified body reported. Stated that he entered a legal career and could have been exempted from military service. Killed while on mine-laying operation flying from RAF Hemswell in Hampden AD727 of 61 Squadron.

Publisher

IBCC Digital Archive

Contributor

Steve Baldwin

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Coverage

Spatial Coverage

Temporal Coverage

Transcription

JACKSON, Frederick Arthur Caunter
Killed while on Minelaying Air Operations in 1941 flying from RAF Hemswell in Hampden AD727of 61 Squadron.
Extract from News cutting, King’s Lynn paper 1941
There is unhappily no grounds for disbelieving that Pilot Officer Arthur Caunter Jackson, wife [sic] of Pearl Margery and son of Mr & Mrs Donald Jackson, lost his life as the result of air operations on the night of June 11/12, 1941.
The International Red Cross Society have forwarded to the Air Ministry an official German list in which it is stated that Sgt J Bestwick and two unidentified airmen were shot down on June 12th, 1941, and were buried in the Garrison Cemetery Kiel. A previous report by the Society stated that the body of Acting Flying Officer Pritchard and Sgt Bestwick were in crew of the aircraft in which Caunter Jackson was flying as Navigator. It was manned by a crew of four. Therefore it is regrettably assumed by the Air Ministry that Caulder Jackson was one of the unidentified airmen mentioned in the German list.
To the widow and two young sons of Pilot Officer Jackson and his father and mother I desire to convey the profound sympathy of the readers of this paper. The earlier notification that Caulder Jackson was “missing”, after taking part in a successful attack on Kiel, caused widespread anxiety, for he was personally very well known, and the family on both sides has social and professional associations which go back several decades.

Caulder Jackson had entered on a legal career of great promise. The professional circumstances of his firm were such that he could have advanced many justifiable claims for exemtion [sic] from military servic [sic]. But he never hesitated for a moment. He offered his life for his country. He made the final sacrifice. H e[sic] is one of “the few” to whom so many owe so much.
I find it hard to choose appropriate terms in which to express to the bereaved father my personal sorrow. When his son’s name appeared in the Law Final list and I conveyed congratulations to the father, I asked Mr Donald Jackson whether his son would join his in his practice, and I well remember the personal pride with which that intention was expressed. I asked Mr Donald Jackson whether his son would join his in his practice, and I well remember the personal pride with which that intention was expressed. Time went on, and I saw the son assisting his father in the work, and taking on an increasing share in the firm’s labours and responsibilities. Now, alas all those high hopes have faded

Title

Description

Oblique aerial photograph of Heacham surrounded by fields. There is the shadow of a Hampden one quarter way up from centre bottom. There is part of another exposure at the top.

Publisher

IBCC Digital Archive

Date

1941-04-25

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Creator

Publisher

IBCC Digital Archive

Contributor

Mike Connock

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Temporal Coverage

Title

Interview with Frederick Ball

Description

Frederick Ball grew up in Yorkshire and trained as a motor mechanic, before he joined the RAF in 1939. He completed two tours with 44 and 49 Squadrons, as a wireless operator flying from RAF Waddington and RAF Scampton.

Creator

Publisher

IBCC Digital Archive

Date

2015-08-26

Contributor

Carmel Dammes

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Format

00:19:36 audio recording

Language

Type

Identifier

Coverage

Spatial Coverage

Temporal Coverage

Transcription

AM: So this interview is being conducted for the International Bomber Command Centre. The interviewer is me, Annie Moody, and the interviewee is...err the interviewer is Annie Moody and the interviewee is Freddie Ball and this interview is taking place at his home in Harrogate on the 26th August 2015.
FB:
AM: Yes, tell me where you were born, and what your parents did?
FB: Yes just by the post office in town...
AM: In Harrogate?
FB: Do you know the Post Office
AM: No.
FB :No? Right in the centre, of course, from where we lived we could look right into St Peter’s School playground, so I just had to go around the corner to go to school.and then when I was older, I went to Christchurch School.
AM: How old were you when you left school Freddie?
FB: Fourteen.
AM: And then what did you do?
FB: Err, mechanic, apprentice mechanic.
AM: Yeah.. for what, a garage or a car....?
FB A garage, of course, yeah, in Harrogate yes. I like anything to do with engines, motors, things like that. aah, then I joined in March 1939
AM: Right, what made you join the RAF then?
FB: Er, wanting to you know, wishing to, proud to...
AM; Why the RAF as opposed to the Army, or the Navy?
FB: Oh, the flying side I wanted of course.
AM: Right, you wanted to fly. So what was that like, joining up, where did you go to join up?
FB: Oh gosh I...um... I should really know that... near Leeds somewhere anyway
AM: Somewhere near Leeds? And what was that like?
FB: No, no problem at all, er I just took, er,oh to join up, I thought you meant just arranging it.
AM: No, actually joining up.
FB: I forget where we went, you know I should remember that, where I did the training, not far from Leeds, but I can’t remember where.
AM: It doesn't matter, what sort of questions did they ask you? What sort of... How long did it take? How did they decide what you were going to do in the RAF?
FB: Er, well, I told them, I told them what I wanted to do, they could have said no...
AM: And what did you want to do?
FB: To fly, and use the wireless of course, wireless, and radar.
AM: Mmm why radar?
FB: Oh, well...
AM: Because that's different to being a motor mechanic...
FB: Yes, well, I didn't know if I really wanted to be a motor mechanic, I was interested in motors and engines and things like that before I started in the trade and I did three years sixteen to nineteen and then I joined up in March '39. I was nineteen. I did fifteen years and eleven of it was commissioned, and er, I went into insurance.
GR: Did your brother join up at the same time?
FB: Well he was too young... no he could have done, no... he went into the air force as well.
GR: Yes
FB: And I can't remember, I don't think I remember what he did! But I quickly went into flying...
AM: What was the…..
FB: I went to be a mechanic first of all, then the first chance I got I joined the aircrew.
AM: What was the training like, Freddie?
FB: Er, well, interesting hard rather... plenty of square bashing
AM: Where were you doing the square bashing, Where did you go for that?
FB: Er, er, on the parade grounds, the parade grounds, I can't remember…...
AM: Can you remember where in the country it was? Lots of people went to Blackpool and places like that...
FB: Hmm, I know, it was near Leeds, but I can't remember where...
AM: Right ok.
FB: I spent a lot of time training of course, after that, after flying.
GR: And I think you did your radio training at Yatesbury.
FB: Yes that's right yes.
GR: And that would have been in the summer of 1940 while the Battle of Britain was going on so err
So, er... and then from Yatesbury, I think we ended up going to Cottesmore.
FB: That's right... Rutland.
GR: And you were part of 14 Flight OTU at Cottesmore.
FB: 14 OTU
Gr: That's right, and can you remember what aircraft you were training on then?
FB: Well, Cottesmore was ground training, drillers, and stuff, it was a training station
GR: It was a training station, and I think they had Ansons and Hampdens
FB No, Cottesmore wasn't an air- ground, ground crew
GR: Just ground crew right, so when did you first start training in aeroplanes?
FB: Er, oh, gosh, er, I don't know.
GR: That would have been at an Operational Training Unit, and I think that's where you came across the Hampdens
FB: February '43
GR: No, you were on operations by then.
FB: Yes, that's right
AM: What was it like, going up in the first time, in a plane?
FB: Well, I always wanted to, it was free to go, no problem, I wasn't scared, or anything like that.
AM: No, too young to be scared.
FB: I'm always a fatalist about things like that, that's why I wasn't bothered going on ops, you're going to die, why worry about it?
AM: Yeah.
FB: Your fate is all organised for you, you can't change it.
AM: So you've gone up on your first flight, and you're going to be a radar and radio operator, at what point did you meet up with the rest of your crew?
FB: Well, er, an Operational Training Unit they forms crews...
AM: So they get you all together and you, yeah..
FB: yeah all different trades
AM: Yes
FB: And they had to make certain that you wanted it that way.
AM: That you got...so who chose who? Did the pilot choose the rest of you?
FB: Er, I don't think so, probably the very senior ones did choose from the people available, but I don't think so.
AM: So then you started to fly together as a crew
FB: That's right, on operations, at the OTU, the training unit, which is the drill square, drilling.
AM: Erm, at what point did you, when did you go to your first squadron then to actually do proper operations?
FB: Errrrr
AM: What squadron was it?
FB: 44 Waddington, Lincoln
AM: Waddington, in Lincoln. What sort of planes did...
FB: Hampdens
AM: That was on Hampdens, So what was the radio operator and radar mans spot like in a Hampden? Quite cramped I think, what was it actually like in the plane?
FB: Er, it was comfortable, there wasn't a lot of room
AM: No.
FB: It wasn't that shape, but I felt no real discomfort. Very nice to fly in.
AM: What was the radar part of the job like?
FB: Er, well, you just had the screen in front of you, and you deal with it
AM: and what are you actually looking for, though?
FB: Er, it's geography, where you are, where you going, all that sort of thing
AM: And Gary tells me your first raid to Berlin was in March 1941
FB: Er yes,
AM: And that was your first operation?
FB: Yes
AM: Yes, so what was that like, were you scared, or excited?
FB: Excited, I don't know about scared, I always accepted things.
AM: A cup of tea arriving
[tea served]
AM: So then, you, so you're up there, you're doing the job, was it easy, was it difficult, was it just...
FB: Easy and a pleasure, it's what I wanted to do, I enjoyed it.
AM: What could you see? You're up there, you're in the plane, it is your first operation... what are you actually looking at?
FB: You look out and see everything that's there.
AM: What about all the other planes? Could you see other...
FB: Oh yes, so, if they're there, yes of course, there was hundreds of planes about.
AM: Was it at night?
FB: Our main job was at night, yes. but we did go on daylights.
AM: You did daylights as well, yes
FB: There was a thousand raid, I went on a few thousand raids, a thousand aircraft
AM: A thousand aircraft,in the day? Or at night?
FB: Errrrr
AM: I think they were night, weren't they?
FB: Mostly night
AM: Yes, so what was that like? A thousand planes?
FB: What...?
AM: What was that like, to see, could you see them, did you know there were that many?
FB: I knew they were around, yes, and it's nice to look down, especially on Berlin, all the streets... my first trip was to Berlin
AM: Yes.
FB: I went six times.
AM: Yes, what other sort of operations did you do, apart from the Berlin one?
FB: All, all bombing.
AM: Yes.
FB: We were bombing cities.
AM: In Germany.
FB: Yes.
AM: Yes. When did you move from Hampdens on to... I think you went to Manchesters?
FB: I did er, I did a tour on Hampdens
AM: A full tour.
FB: On Hampdens, then went on a rest at an OTU and instructed on the radio, and...
AM: OK
FB: Err, and then I was commissioned then, later.
AM: So you've done a whole tour, then you've done training at OTU, then you went on a second tour?
FB: Yes, I had a years, quite a long time, on rest, training in wireless and radar instructing..
AM: And then I think Gary says you moved to 49 Squadron.
FB: 49 Scampton, 44 Waddington, both Lincoln.
AM: Both Lincoln again. So you've done a full tour on Hampdens, at 49 Squadron did you start on Hampdens or move straight to Manchesters?
FB: A full tour on Hampdens, Manchesters, and Lancasters
AM: Which was the best out of the three?
FB: Ah, the Lancaster of course.
AM: Of course. Why?
FB: Four engines!
AM: Because of the four engines, all on Lancasters at 49 Squadron. And you did another full tour?
FB: Yes, and in between too, the famous thousand raids cropped up whilst I was instructing. And to get a thousand, they came from all over the place, including instructors, and including some not fully trained, to get a thousand. I did all the thousand raids, the first one was Berlin, it's nice to look down on the city.
AM: yes
FB: I remember quite clearly, yes, all that's there, you'll find most detail...
AM: Yes, I'm looking at your logbook now with all the different raids that you did, as well. Cologne...
GR: The first thousand bomber raid was actually to Cologne. Freddy was actually at OTU training people. Because they were short of aircraft, to make the thousand up, they...
AM: And you've just described the whole city was a mass of flames...
FB: That's right, you look out and there's all flames everywhere in the streets of Berlin.
AM: Petrol tanks, your petrol tanks were hit by shrapnel?
FB: Yes! We were hit a few times but mostly all shrapnel if not we would have been shot down!
AM: So you had to land at Manston because you were short of petrol?
FB: Yes, we ran out a few times actually.
AM: Crikey, and then I'm just looking at a few other things in your logbook...
FB: Red is all midnight flying.
AM: Yes, so a night flight here to Essen, erm, and you had to return from the target because of engine trouble on that one...
FB: Yes.
AM: So you brought the bombs back?
FB: Oh yes.
AM So what happened to the bombs?
FB: You just had to land carefully!
AM: You literally had the bombs? You didn't get rid of the bombs? Oh right.
FB: I would be surprised if a lot of people... we did dump them sometimes, we had to, but erm...
AM: I think sometimes quite often they were dumped into the North Sea, weren't they?
FB: Yes. Oh, you wouldn't do it over land, if there was any other way
AM: I'm looking again, here... Bremen, and again you had to return because of port engine trouble
FB: Yes.
AM: But you always got back.
FB: Well, I'm still here!
AM: Exactly [both laugh] Dusseldorf...
FB: Oh yes, most of the big cities raids, sixty...
AM: Yes... which did you prefer, flying, or instructing?
FB: Oh, flying!
AM: Flying of course
FB: Operational flying.
AM: What did you get your DFC for?
FB: Oh gosh
AM: For the number of tours?
FB: Part of it, I suppose, sixty... two tours, sixty trips
AM: Mmmm, when did you actually finish flying?
FB: March '43, and I got married the next day.
AM: The next day?
FB: I got back from flying, night flying, the same day in the afternoon I was married.
AM: Where had you met your wife?
FB: Whilst in Lincoln.
AM: She was a Lincoln girl?
FB: Yes.
AM: Was she a WAAF, or just she lived in Lincoln
FB: She lived there.
AM: She lived there, yes.
FB: She was older than me actually, 4 years older.
AM: So what did you do, so once you'd finished flying in 1943, what did you do then?
FB: Er, so I finished flying in, er, no I didn't finish flying, I was flying 15 years altogether
AM: Yes. Actually in the war though, when you'd done your two operations?
FB: Oh instructing.
AM: You were instructing
FB: Everyone did, yes,nothing else for it!
AM: And when the war actually finished, so you weren't demobbed, you stayed in... did they....
FB: I was already a regular, long term, I signed up for six years and then I signed for fifteen to qualify for the pension.
AM: Right.
FB: I was very young to have a pension for life.
AM: Yes, very young. Crikey.
FB: I had four pensions altogether, a private one as well...
AM: Yes. What did you do after you left the RAF then?
FB: Insurance.
AM: Right, okay thinking back...
FB: Erm, erm, it’s not like ….it was your own business sort of thing
AM: Yes
FB: You buy a book, from another agent, with all the customers, everything done you pay him for it.
AM: I remember Royal London coming round to our house with this book, yes..... Any stories from the war, any funny stories about what happened?
FB: Er, I dunno, it was nice looking down on Berlin, you know, look down on all the streets and things like that , uh, and I liked to be doing it, I was glad to be doing it, no forcing involved!
AM: When you say you wanted to do it, why?
FB: Because the war was on, duty.
AM: So it was duty to do it?
FB: I did enjoy it, that's the reason.
AM: What did you think, in retrospect now, do you still think that?
FB: Do I think what?
AM: That is was our duty to do it?
FB: Oh yes of course, oh yes.
AM: Yes. I think Gary is telling me that your brother was shot down during the war.
FB: Yes, he was a prisoner of war, he was two years younger.
AM: Yes, mmhmm.
FB: He died, eventually. He died. A normal death.
AM: Not….
FB: Many years later.
AM: I was going to say, many years later...
FB: He had six children
AM: Crikey!
FB: I had four marriages, and one child.
AM: Ha ha, just the one. So, unless you have anything else interesting any interesting stories, I'll switch off and let you enjoy your tea.
FB: Er, I dont know about that er, I don't know what to say...
AM: Anything particular..
FB: I wanted to do it, I volunteered to do it, I enjoyed it, and it was lovely to look down on Germany, knowing they were under, that we'd got them like a... I can't explain now. Doing the job.
AM: Doing the job. Absolutely, yes helping to bring the war to an end.
FB: Thats right.

Title

Interview with Kenneth Angus

Description

Kenneth Angus lived in Hull, and was 12 when war was declared. He discusses life on a farm after being evacuated, the bombing of Hull and his brother Harry Angus, who was killed flying as a wireless operator / air gunner with 44 Squadron from RAF Waddington.

Creator

Publisher

IBCC Digital Archive

Date

2016-06-08

Contributor

Hugh Donnelly

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Format

00:42:24 audio recording

Language

Type

Identifier

Coverage

Spatial Coverage

Temporal Coverage

Transcription

IL. It’s the 8th of June roughly ten past two in the afternoon I’m Ian Locker and I am interviewing Kenneth Angus in his home in Elloughton near Hull. We are going to talk mainly about Ken’s Brother.John Henry who was in Bomber Command and was sadly killed at the age of twenty.
IL. Ken tell us a little bit about your early life and your Brothers early life.
KA.Well I was either eleven or twelve when the war started, my Brother was in in the volunteer, the RAF Volunteer Reserve and so was my Father. My Father was in the Air Force as well cause he was in. I never knew what he did to be quite honest I never saw him for five years all the time the war was on. He was at Cranwell actually, what he did I have no idea. He actually was in the First World War and he was wounded and came back, went back again. He was wounded again and he came back, actually came to Hull came to Withernsea actually and married my Mother. That was, when he came out of the Army there were no jobs, so he joined the Air Force and he was in, he is a very very close man. He wouldn’t tell about his experiences. A lot of this I didn’t know I only found out from my Sister. Anyway the both of them, my Brother and my Father were in the Volunteer Reserve, just before, well 1939 soon as War was declared Harry went into [Interupted by IL]
IL. So how did your Brother get involved with the Volunteer Reserve.
KA. I have no idea.
IL. I see.
KA. Actually my Father, I think it was extra money to be quite honest with you, It’s like the Territorial’s, you join. I used to know people in the Territorial’s and they just joined for the extra cash. As far as I know but my Father was such a close person.He never discussed his home life, as I say at the beginning of the war, well I’ll show you a photo in a minute, he was a Sergeant. Yeah em a Sergeant or something, he had three stripes anyway, I only ever saw him once, when I was stationed, when I joined the Army I went to Babington in Dorset and from there I went to Farnborough, just outside Farnborough. We had tanks stationed at the you know Farnborough Airport, De Havillands actually. He was coming there for something to do with the Air Force he said I’ll meet you there we will have some lunch and that’s it, the only time I ever saw him in five years. Eh we weren’t really close, my eldest Brother Harry was more close to the kids, you see there was six of us we were err you know a huge family. I remember, I do remember him actually because when he was killed I was evacuated. When my Mother told me at that time it didn’t register it em registers now but it didn’t register at that time. My Mother was devastated obviously, when em he went in.I don’t know a great deal about it, as soon as the war started I was off. I went to place near Helmsley and stayed there about two years I think it was and eh. I was away when he was killed, my Mother wrote to me and told me it didn’t register at all really and that was it. Anyway my Father he did his full time he did the war, full time he was there and em, we were em. It’s such a long time ago its very difficult to remember. When I was evacuated I went on a farm it was beaut. It was really good I was with two old, and old couple and they were brilliant they were the Salt of the Earth. Didn’t smoke, didn’t have electricity, we used to read by candle light, no hot water and yet we lived off the fat of the land you might say because he was a Farmer. I used to help him em I used to do everything virtually and drive a tractor and all sorts of things. I stayed there, would be about a couple of years. In the meantime my Mother was, my Mother stayed in Hull and then we were bombed, we got an incendiary bomb through the back porch, well through the house. It came through the roof, set fire to the house and my Mother had to move.
IL. So where about were you living in Hull at this time?
KA.In Jallen Street off Holderness Road. And eh I remember as I say lots of it’s very hazy. I was looking after myself actually I’ve always looked after myself, always been independent right from day one and I think that all the family has actually. Anyway, we, I went there and when my Mother, my Mother went to Wombwell, she had a friend, he was on the Council. He found her a house in Wombwell, it was just outside Wombwell. Eh she went there‘cause I was on the Farm you see. Anyway after about a couple of years my Mother said, she came back to Hull again so I came, I left the Farm and I went back to Hull with her and I stayed there. We were in the thick of the, you see I don’t remember a real lot. I do remember one thing and it’s vivid. They dropped a stick of Bombs down Holderness Road and I tell you exactly where they dropped them because I went out the next day to see the holes in the ground. They were bloody awful a huge hole, they dropped one, you won’t know it. There was a cinema called Savoy on Holderness Road they dropped one just on the main road there. They dropped one further down the er em, the main road, I forget what they call it. They dropped one there, there was a Bank on the corner, they dropped one there. They dropped one on the corner of Vies Park and three big holes, I’ve never seen holes like it to be quite honest.
IL.So where were you when these bombs were falling?
KA. We were in a shelter.[laugh].
IL. Where did you shelter in Hull, was it in your garden ?
KA. You know I can’t remember, I just can’t remember. We had a shelter in the garden in Jallen Street. We were moved around, my Mother moved around two or three times. She went from Jallen Street to eh a house, oh, somewhere near Nornabelle Street which is further up the road. Quite honestly a lot of this is very hazy it was seventy years ago. Anyway there are certain things stick in my mind once when they dropped the bombs, I was cured. You know they didn’t frighten me. I wasn’t really as far as I know I just went, I went to have a look at the holes. Of course all I saw was pipes and gas pipes and water pipes and sewage mains oh. As I say another time, another, I remember a Heinkel came over, I watched it come over it was so low I could see the Pilot, we were waving to him actually [laugh] with two fingers. He came over and I could actually see him flying the plane. He came over ever so low and behind him was a Spitfire and he chased him and they shot him down. The Pilot we heard, the Pilot waited until he got out of the built up area and he shot him down, I don’t know what happened after that. But em those are the two memories in my.
IL. Did anybody, I suppose there were civilian casualties, did anybody you know get hurt or killed?
KA. No funnily enough there might have been but I wasn’t family orientated in those days. To be quite honest it was like living a dream, I was on my own, I was evacuated on my own, I looked after myself. My Mother used to write to me occasionally, I never saw my Father. My Mother used to write whenever she could but you see having said that, there was my younger Brother and my younger Sister they were evacuated as well and to be quite honest I don’t really know where they went. I know now but I didn’t then. Because it was just like living a dream, it happened a long time ago and em. Anyway we em, what happened eh what actually, I can remember coming back to Jallen Street when they did the repairs and we moved back in.
IL. Was that during the War?
KA.Yeah, this was during the War 1943/44 and em, I left school actually when I was at Helmsley I was at Wombwell School,I was fourteen then I left school then. I remember the day I left school I went to work in an office a Colliery Office, Mitchell Main Colliery and I worked there, I was an Office Boy. Funnily enough I got on with the Agent who was the Managing Director,he was the Big White Chief. He took a shine to me funnily enough. He was a real, he was a pig actually to everybody else. You went down the Mine and they used to say Thornhills coming cause he used to have on his hat, instead of having just an ordinary lantern he used to have a beam so that when they were down the mine they could see when he was coming. Thornhills on his way, but you know, funnily enough he took a shine to me for some reason, I don’t know why. I had to go and get his sandwiches and take his briefcase to his car. I once took his bloody keys, he had a Jaguar, I once took his keys, I took his briefcase to his car, locked the car put the keys in my pocket, went home. Of course, he couldn’t get home, anyway I thought “what do I do”” I found the keys and thought “what do I do?” I could lie and tell him I left them on his desk or I could tell the truth. Anyway I thought “he knows,I know he knows.” Because what I did before he came in I put his keys on his desk you see. He said “where were my keys last night?” I said “in my pocket” He said “it’s a good job you said that because if you had said anything else you would have been through that door” “Now then” he said what’s you punishment?” I said, well I was only a lad, I was only fourteen, fourteen and a half something like that, I said “down to you” He had a big board he used to do his drawings on. He said “bend over that bench” Whack. He said “there you are forget it now” Later on he said “Would you like to go to Night School? I will pay your fees and your books, I will pay for everything and you take shorthand typing and book keeping” so I said “ok”and I went and I went to night school and I took this on.After that we left, I just left and I can’t remember leaving. Certain incidents that live in your mind, we had Mitchell Main, Dalfield Main, Dalfield Main was a subsidiary of Mitchell Main and the Manager at Dalfield Main, I don’t know. I knew him but I didn’t know anything about him. Anyway Thornhill said to me this day “I want you to take this letter to Mr what ever his name was and hand it to him personally, don’t give it to anyone else, give it to him personally.” So I thought “right” so I goes down, knocks on his door, his wife comes to the door, I say is “Mr so and so in?” “Oh he is still in bed” So I say “I’ve got to give him this letter personally” so she says “you had better come in then” So I handed it to him, it was his notice, it were unbelievable.
IL. Industrial relations would be.
KA. It were funny, I didn’t understand what was going on. But funnily he was squat thick set, he was a terror. People were frightened of him, really frightened of him and I wasn’t, I was in awe of him probably, but he didn’t frighten me. And em, he had a streak, I don’t know what it was, there was nothing funny about him ere m but he was. Anyway in the end my Mother came back to Hull and I followed her and I came back to Hull you see. This was during the war, they dropped the, when I was at home they dropped the bombs. That was my, but its six, it’s seventy years ago which is a long time to remember, but things do stick in your mind.
IL. Yes and I suppose its, I don’t know, most people don’t have much danger in their lives.
KA. To be quite honest I never thought of danger, it never bothered me. When I was on the farm there was a couple called Joe Wood and his wife was a reclusive. She wouldn’t answer the door to anyone, she wouldn’t go to the door. She was the kindest person you ever met and yet she wouldn’t talk to people, she used to, she used to call me Kenniff, Kenniff, but she was kindness itself. Both of them were but they were very insular people you know, never went into the village. I used to I, so I joined the choir, I was in the choir there actually and things like that.
IL. In Helmsley?
KA. Yes it was in Oswaldkirk, its next to Ampleforth, we used to go to Ampleforth School, not Ample, not College because when people say where were you educated, I say Ampleforth [laugh] which is, one was the village school, one was the top ranking, it were Roman Catholic College, yeah. We used to go there because we used to get an invite to go beagling from the College. We used to take the dogs out and go after hares and things like that. Oh no, it was a life, a secular life, I looked after myself I bought my own clothes, I did everything, I made. I used to catch rabbits, I’d sell them at the Market, Helmsley Market em, I used to make, I used to sell them, two for a shilling and probably about three or four pairs of rabbits and sell them. I used to buy Wellingtons, trousers things like that. You know I never saw any of my family at all, I was on my own and I have always been like that. I’ve been like that ever since, you get like that don’t you yeah, but it seems you know. Now my Father, the whole Family, my Brothers died, my eldest Sisters dead and my Brother above me died last year. He was in the Air Force he was in Bomber Command as well and there is em me. No then there is my younger Brother he died he was in the Military Police the Red Caps and there is only me left. My Sister who was the youngest Joan, there is only the two of us left out of six of us, you know. It’s sad really, I’ve had a charmed life actually [laugh] when you think about it, you know it’s em. But eh, but we, you see my Father, he never spoke about his childhood, he never spoke about his Mother and Father, he was brought up by his eh, eh, Grandma. His Grandma married three times. His Grandma married an alcoholic, he also married someone with a lot of money and somebody else I don’t know but he never spoke about it. We didn’t know eh, my Grandma Waddington she was filthy rich I’d say, she left a fortune. She left it to my sist my Father’s step Sister. Her Husband was the, the Daughter was the offshoot of the one she married. My Father got, we got a thousand pound when she died and my Grandma got thirty two thousand, eh aunty Nellie got thirty two thousand. You equate that seventy years ago it was about half a million quid, most probably more than that then. But, em I know we got, we got a thousand and I’ll never, we sat round the table and it came in white five pound notes, we got cash, white five pound notes in a rolls,with plastic bands on and we passed it round [laugh]. That’s when we bought Jallen Street, my Father bought Jallen Street, that was five hundred quid, the house was five hundred quid. Nice house as well, beautiful house. Eh you know my Fathers dead now and my Mothers dead. But em he was very em, very secular, he he he wouldn’t speak, he never spoke about his army career. He never told us what he did in the Air Force em. He never said anything you know, the only information I have is from the youngest Sister,‘cause Joan is the youngest. She was the Darling of the Family and my Father sort of doted on her a little bit more. I used to get my back side kicked [laugh] but he was, funnily enough towards the end of his life he did change. He changed eh, when I first, when my first Wife eh, we were married when I was twenty two and my first wife died when I was forty and eh I met Beryl and we have been married now forty odd years. But eh, Beryl and my Father got on like a house on fire. I think my Father was a little bit eh, a little bit upper class more than my Mother. My Mother was Hessle Road you might say and my Father was eh eh, he had a Class about him funny how he had a class about him eh, and you talk to him and he got on with Beryl very well, Beryl said he was an unreal chap. I remember him when he was a bloody old tyrant, you know. But this is it he had six kids, whither, I don’t know whither I don’t know if it was the marriage, if he was happy, I don’t think he was that happy to be quite honest. Eh my Mother went her own way and my Father went his own way and I just have a feeling em, that my Grandma Waddington was em em, she had two cars actually, the days nobody had cars and she had two. Two Rovers, and she used to come and visit us, not very often, we used, when she was good she used to, you know fox furs and all every thing else and flaunting, when she went out we used to stand there, she used to give us half a crown. I suppose it was alright in these days, no I eh eh you as I say my Father, he never. I’ve a feeling my Father I don’t know, was he illegitimate, there was something he never spoke about at all until his last, till he was about seventy, seventy five. Then he opened up to my Sister, yeah my younger Sister and she knows more about him than I do. The information I have I got it only from Joan. It’s funny. Anyway.
IL.A different generation.
KA. That’s our war you might say.
IL. Ok what about your Brother Harry then?
KA. Well Harry as I say he was called up straight away, in fact I’ve got the details here, I’ve got the photographs. We didn’t have photographs, we didn’t have cameras we weren’t allowed cameras in those days and em yes, John Henry Angus aged twenty, he was at RAF Waddington, he died 17th of the ninth, 1940 his service number was 751690 he was in 44 Squadron, em eh. He got three war medals, he got Aircrew Europe, War Medal and 1945. He was only in as I say he died in 1940, 1939 the war started in, he would only have been in the Service a year when he trained and was flying. He was shot down over Burcht just outside Antwerp and think he was bombing barges actually. They were building barges to invade in these days, the Operation Sea Lion. I think it was something like that, and they were building barges at Antwerp and I think that is what he was bombing. That is what I have heard, he was in a Hampden, MK1 Hampden a KM MK1 Hampden series number P2121. I got all this off the Internet. But that’s em, so basically he was only in the Air Force and he trained and he was Aircrew.
IT. What did he do, what was he in the aeroplane?
KA. He was eh, no then, I think he was a WOPAG, Wireless Operator Air Gunner. I’m not sure about that, I struggle with a Master Signaller. That was the Brother [garbled] he was in the war as well. When we were in Wombwell he went down the mines actually. He didn’t get, he didn’t get an option as soon as he was sixteen he went down the mines and he went down the mines for two years.Then when he came out the mines, when we came back to Hull. He couldn’t go down the mines then, he joined the Air Force and he was in the Air Force all his life he, he, started off, he was in Bomber Command and what I can gather he was bombing Germany. When the war finished he was on the Berlin Airlift, humping coal. He was flying coal backwards and forwards. He then went in, well when Bomber Command finished he went into Transport Command and then as I say he was on the Berlin Airlift. He has had a chequered career, fantastic career. He went to Australia when they set the Atom Bomb off he took the animals, took some of the monkeys out there when they exploded the Atom Bomb. He was in India when they petitioned Pakistan. He was flying people backwards and forwards, he was there for three years I think. Then he went to Cyprus, he was in Cyprus flying all over the place. Then he went to Benson where the Queens Flight was and he was on the Queens Flight he was eh, Master Signaller a [garbled] he was telling me they have offered me a Commission and I have worked it out I get more money being a Master Signaller than I do being a Flight Lieutenant. So he said I don’t want it I will stay as I am and he stayed as a Master Signaller right through his career. He actually, Oh then he went to Leuchars in Scotland he was on Helicopters. He was at Driffield on Thor Missiles when the Missile Base was there. What else did he do, oh he’s been to Sweden he’s been to America he’s been all over. Then when he came out of, when he retired, I mean this is going back, he was in the Air Force thirty odd years. When he retired he joined Dan Air, he went to Dan Air and Dan Air was taken over by British Airways. So when he was, when he, when he retired when he finished completely he got a pension from British Airways. He was stationed, actually it was, it was never, again. It just shows you how sick our family is, he had six children or five or six or five I think, I’ve never seen any of them because they were all born abroad. Two was born in Cyprus one was born in India I think it was. [garbled] peculiar life, well not a peculiar life, he was stationed at, well he was stationed at Abingdon and em, he stayed there. Well he was in the Air Force right until he retired out the Air Force and then he joined Dan Air.
IL. Was he in Abingdon during the War or was this subsequent to the War?
KA. No I don’t know where he was when he was actually bombing I don’t know. We weren’t really in contact with each other then. I know he was at Benson because when I came back to Hull, I went on to, I started driving, transport. I started of my career in transport I used to go there I used to go to Benson stay the night and I used to do London, I used to go to London backwards and forwards. So I used to go to Benson, stay there the night, go onto London and come back. Eh as I say, this is, this is when the Atom Bomb was exploded because he said, he said come on we will have a walk around the airfield and there were Viking’s of the Queens Flight, Valetta’s and Viking’s and he showed me one, went in one. There were steel cages in there and he said “what do you think those are for?” I said “I have no idea, prisoners, is it for carting prisoners” He said “no he said, I can’t tell you now because we are sworn to secrecy but you will read about it” and sure enough he took a load of monkeys out in this cage. So these are the things I remember you know and where else was he? Ah he was in Cyprus for three years and its em, Akrotiri I think it was em, where else? He was in the North West Frontier, he was in India for three years, he was at Karachi I think it was and em. It was, they were flying, cause in those days see, I didn’t understand what they were doing in India. I didn’t know that they were petitioning and the Muslims were going North and the Hindus were going south but he said there were a lot of people killed. He said there was a massacre, he said we were flying officials out. I remember he was on the front page of em, one of the big newspapers, new magazine, Tattler or something like that, showed him throwing rice out to the Indians, Hindus. He said, they used the front page and he said, that’s me, well you could see it was him. He said “I got a bollocking for that” I said “why” he said “because I didn’t have a belt on, I should have been strapped in and I was just slinging these bags out” [laugh]. He has had a terrific career, he was on the Berlin Air Lift I said “ what were you doing there” he said “ we were humping coal and we had three minutes to land, unload and take off again. If you missed the slot you had to go round with a full load. You couldn’t, if for some reason you were late or something you had to take his load back, fly round and then come back again” He said, because there were God knows how many aircraft, well they brought everything into Berlin. He was on coal actually I said “did you hump coal then?” he said “No”
IL. Well he had his previous training didn’t he?
KA. Then he was in, they had a little sideline going that was it, they used to take coffee into Berlin then used to go somewhere just outside Berlin and buy ornaments, glassware take the glassware back. Take the coffee there, do a bit of training. He was on Dakota’s actually at that time he was on a Dakota. He said, he said funny thing is the one he was on he said “ we only had to whistle and the floor boards jumped”[laugh] No he has, yes he is very unassuming you know. No he has had a terrific life.
IL. So do you know anything about his Second World War Service, did he complete a tour or ?
KA. I don’t know all I can say I know when he was bombing Berlin he said “we used to take off, circle round gain height, join a Squadron” and then he said “we used to fly over, when we got over the Channel when we got into France you could actually see the glow of Berlin burning” he said “when you were flying over, as soon as you got over Berlin you plane just Woof! The air currents, the hot air current coming up used to lift your plane up” he said “we used to drop the bloody bombs and scarper” He never really eh never, never bragged about anything I mean. I said “did you ever fly any of the Royal Family?” he said “well we used to fly” he never flew the Queen,he never flew the Duke of Edinburgh. He said “we used to fly a lot of officials, next to you know, next to the Queen. They used to use the Queens Flight for all sorts of things actually. I said “did you ever fly the Queen” he said “no, no” em but he never really said anything, he said em. you know only through away questions you might say. But em you know. He said “when we were in India, these bloody Afghans, we used to fly over Afghanistan the Afghans then had these pop guns, these blunder buses. We used to fly in low, you know go in to the North” and he said “they’d be there with these guns firing at us they didn’t have a cat in hells chance of hitting us” but you know he is. That was Cyril but he died last year, his wife had died quite a few years ago, she was a real nice girl but she died of Cancer, all these things.
IL Just coming back to Harry then, have you been over to,did?
KA. No
IL. Do you have a grave in Antwerp?
KA. I have a photograph of it.
IL We’ll take some photographs.
KA. I keep saying I’ll go, we’ve been, since we’ve been married and that we’ve been everywhere and its Antwerp is one place I’ve never been. I keep saying you know we ought to go we ought to go. I’ve been to the Somme, the World War Battlefields, I’ve been to Normandy as well, Dun, you know where they invaded in the last war, the last war yeah. No it’s a place, I keep say, you know. It’s too late now to be quite honest. He’s buried with the other, there were five crew,they are all buried together apparently. I’ve got a photograph of the grave my Mother was. I am really doing this for my Mother, I hope you feel that maybe I was a bit outside looking in. I was in business, you know what business is like you are working eight, seven days a week twenty four hours a day virtually, you know. Bit em, sometimes we did all right I mean eh, funny I had a good job. I worked for George Halton at one time and em I was there five years. I knew Dick Halton, the Managing Director in fact it is his son in law who got me the job there. I was friendly with Frank Briar, he was the. Well it was actually Frank’s wife Sister, Dicks, I don’t know, there is some relation anyway. He was a real nice guy he’s dead now In fact his son now is in [unreadable] his son has taken the business over and eh, do you, do you know?
IL. I know that some of the Children were at school with my kids, my kids were at Highmers and I know the name and I would have met them at certain.
KA. This would have been the generation before them.
IL Absolutely as I say the next generation would be at school with my kids.
KA. Dicks son was only a boy when I was working for Halton’s. There were three of them Dick, George and Peter. Peter and Dick were the main stay of Halton’s. George was too much and you very rarely saw him. Dick I knew very well actually in fact he said to me when I told him I was leaving and going on me own he said “if it doesn’t go right, come back but I hope it does” Well it, the trouble is when you start on your own you can’t fail, you just can’t fail you’ve got to put the hours to do this you’ve got to do that.
IL Yeah.
KA.I don’t know, we did all right. I’ve been retired now for twenty four years now. As I say we had the Garage at Anlaby, one of the Garages in Anlaby it’s a tyre place now its opposite, used to be Jacksons and then it went into a Supermarket.
IL Yes I know exactly where it is.
KA. We took it over, it was called Someleys actually, Gordon and Roy Someley, eh they owned the old. His Father was a Blacksmiths there in Anlaby in the days of Blacksmiths and eh, Roy sold out and Mogel bought it and I took it over. It was state of the art, when it was built it was state of the art. I’ve got photographs of it. We had state of the art pumps and all sorts. I mean now they are old fashioned but in these days they were really, really something you know. No I was there about thirty odd years I think. I had another garage, I had two down Sutton Road as well. One is still there funnily enough, one of them, you know where the new, the bridge, you remember the old bridge?
IL. I don’t, I don’t know that part of Hull that well.
KA. Well it used to be a real narrow, narrow iron bridge, if two cars went across you couldn’t get across. Anyway they have taken it away and put a huge bridge there. Right on the corner there is a big roundabout there now, right on the corner there is a garage there now, well I had that one as well. But no I mean things have changed a lot [laugh] But as I say Harry I don’t know, it was actually a friend of mine that told me about this and eh, she’s got two cousins that are flyers as well and they got the, she gave me the information. In fact she gave me the information, this is em. Because I didn’t know anything about it and its em eh. No this was just the two people I had to get in touch with, Peter Jones and Helen Durham.

Creator

Publisher

IBCC Digital Archive

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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Creator

Publisher

IBCC Digital Archive

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Temporal Coverage

Title

Peter Hattersley's Service Diary

Description

A service diary written by Peter Hattersley covering the period from November 1930 to 24 September 1948.Initially he served in the Royal Engineers but in February 1936 he joined the RAF. It covers his training and operations including a newspaper cutting of the award of a Distinguished Flying Cross in 1940. There are poems written before and during his time as a POW.

Creator

Publisher

IBCC Digital Archive

Contributor

Tricia Marshall

Steve Christian

David Bloomfield

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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Title

Description

Left page title 'Handley Page Hampden No 50 Squadron Lindholme and Swinderby, 1941'.

Top - pilot wearing heavy jacket and flying helmet in the opened cockpit of a Hampden. Caption 'Sergeant Pilot'.

Middle - two aircrew and two ground crew pushing the tail of a Hampden. Captioned 'Gale warning, preparing to picket'.

Bottom - Stephen Dawson and two other aircrew wearing heavy flying jackets and flying boots standing on a dispersal. A small part of a wing is visible upper left and a Hampdon in the background. Captioned 'Dressing for summer flying, Capt, W/Op AG Sgt Phipps, Nav and 2nd pilot Sgt Hinde'.

Right page.

Top - four aircrew standing in front of a Hampden. Middle - a postcard from 'The Aeroplane' showing a Hampden airborne. Captioned 'Handley Page Hampden Bomber'. Bottom - four aircrew and four ground crew in front of a Hampden.

Publisher

IBCC Digital Archive

Date

1941

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Spatial Coverage

Temporal Coverage

Title

Hampden aircraft and crews

Description

Left page.

Top left - head and shoulders portrait of Sergeant Stephen Dawson wearing tunic with pilot brevet and side cap. Captioned 'Brand new wings, June 40'. Top right - looking down on aircrew wearing flying helmet in the rear gunners position on a Hampden. Captioned 'Monkey Phipps and twin VGOs'. On the reverse 'Sgt Phipps, 1st W/Op and A/G after Sgt Campbell'.

Bottom left - looking down on aircrew wearing flying helmet in the rear gunners position of a Hampden. Captioned 'Paddy Campbell in the cupola'. On the reverse 'Sgt Campbell, 1st wireless operator and air gunner'. Bottom right - half length portrait of a sergeant sitting wearing tunic with pilots brevet. Captioned 'Laurie Hinde'. On the reverse 'Laurie Hinde, 2nd pilot and navigator'.

Right page.

Top - a Hampden with squadron letters 'VN' standing on dispersal with hedge and building in the background. Captioned 'F for Freddie, the kite'.

Bottom - four airmen sitting on top of a Hampden parked on dispersal. Captioned 'The ground crew'.

Publisher

IBCC Digital Archive

Date

1940-06

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Coverage

Temporal Coverage

Title

Lancaster 97 Squadron and Hampden aircraft and crews

Description

Left page title 'Lancaster 97 Squadron, PFF, Bourne'.

Top left - full length image of Pilot Officer Stephen Dawson wearing tunic and peaked cap standing in front of a Lancaster with open bomb doors. Captioned 'Pilot Officer'. Top right - a Lancaster with four figures sitting on top of fuselage and one figure standing pointing the the 'B' aircraft designation. Squadron markings 'OF'. In the background, another Lancaster. Captioned 'B for Beer'.

Middle left - four aircrew and two ground crew standing by the front of a Lancaster with open bomb doors. Captioned 'Part crew, part ground crew'. Middle right - head on view of a Lancaster standing on a dispersal. Captioned 'Four might "Merlins", three PO turrets'.

Bottom left - four aircrew and two ground crew standing by the bomb door of a Lancaster. Captioned 'Archie Barrowman, Shaw, Rosie Roberts, Reg Pike'. Bottom right - a Lancaster on a dispersal.

Middle left - full length view of aircrew man standing on grass besides a bomb with the tail of a Hampden in the background. On the reverse 'Sgt Dennis Good'. Bottom - Pilot sitting in the cockpit of a Hampden wearing flying helmet. Caption for both 'Sgt Denny Good, Captain and friend'. On the reverse 'Sgr Dennis Good'.

Publisher

IBCC Digital Archive

Date

1940

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Temporal Coverage

Title

Navigator's desk

Description

The desk used by a navigator on a Hampden. On the desk is paperwork and a chart. On the reverse 'The navigator's office in a Hampden (ground floor) The pilot's seat is on the first floor and slightly aft of the navigator's den.'

Publisher

IBCC Digital Archive

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Coverage

Title

Hampdens in flight

Description

Air-to-air view of two Hampdens in flight over countryside. On the reverse 'The rest of the flight near York'.

Publisher

IBCC Digital Archive

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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Coverage

Spatial Coverage

Title

Hampden

Description

Starboard side of a Hampden L4194 parked on the ground. In the background are more aircraft and part of a hangar.

Publisher

IBCC Digital Archive

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Identifier

Coverage

Title

Hampden cockpit interior

Description

The cockpit and instrument panel of a Handley Page Hampden. On the reverse '"The Office" of the Handley Page "Hampden" with which 106 is now re-armed. Note all the levers, nobs, handles, buttons, switches, tits, and so on, which one is expected to pull, twist, turn, press, and generally play with. Rather like the BBC theatre organ,'

Publisher

IBCC Digital Archive

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Coverage

Spatial Coverage

Title

Peter Hattersley in Hampden cockpit

Description

A view of the rear of Peter Hattersley seated in the cockpit of a Hampden aircraft. On the reverse 'Myself, flying a Hampden. The slide which deposits one into the navigator's box below, is just behind the pilot's seat. You slide down on your backside to a compartment underneath, and forward of the pilot.'

Publisher

IBCC Digital Archive

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Creator

Publisher

IBCC Digital Archive

Contributor

Mike Connock

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Creator

Publisher

IBCC Digital Archive

Contributor

Mike Connock

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Temporal Coverage

Title

Stephen Dawson's memoir notebook

Description

The notebook contains written accounts of 32 operations to targets in Germany, Italy and France between June and November 1943 and a list of his crew. Accounts include bomb loads and descriptions of operations including pathfinder missions while on 97 Squadron. This is followed by Royal Air Force joining paperwork including attestation, photographs of himself and others while training. Next are photograhs and cockpit details of Hampdon aircraft as wells as newspaper articles on mine-laying and rescue operations using Lindholme gear. Included is a booklet on the responsibilities of prisoners of war. There is correspondence and other details of awards of a Distinguished Flying Medal, Distinguished flying Cross and his Pathfinder badge. There is an article on the dropping of the first Grand Slam bomb as well as an annotated article on weapons trials at the Aeroplane and Armament Experimental Establishment at Royal Air Force Boscombe Down. Also included is a poem, a letter concerning his old crew and articles about some of his friends.

Creator

Publisher

IBCC Digital Archive

Contributor

Trevor Hardcastle

David Bloomfield

Janice Waller

Tricia Marshall

Joy Reynard

Steve Christian

Robin Christian

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Temporal Coverage

Transcription

S.O. Book 136
Code 28-73-0
G[crown]R
[in a lozenge]
SUPPLIED
FOR THE
PUBLIC SERVICE
[page break]
Pilot.. F/Lt S.R. (Squib) DAWSON.
Navigator. F/Lt B.J. (Bunny) STARIE.
Flight Engineer. F/Sgt. ROY SHAW.
Bombardier. F/Sgt. REG (Junior) PIKE.
Wireless Operator. F/Sgt. JIMMIE (Mac) McLEISH.
Mid Upper Gunner. F/Sgt. ARCHIE BARROWMAN.
Rear Gunner. F/Sgt. BEN (Robbie) ROBERTS.
[page break]
1943 A/C MISSING
Krefeld June 21/22. (44)
1/ 4,000lb. 12/S.B.C. (90 X 4lb incend.)
Took off at 2350 in D’ & climbed over ‘drome to 20,000. Straight to target. No trouble crossing coast; gentle weaving all the way to the target. Had to waste several minutes before going in. Saw quite a lot of kites, mostly four engine jobs – no fighters. Flak over target looked bad from a distance but saw none while attacking. Went in with three other Lancs. ahead of us. Saw a kite shot down over the target. Came out with bags of revs & boost, weaving to avoid search light cone. No more excitement until nearly at coast when we saw kite attacked by fighters. Plenty of tracer floating around & bomber caught fire, slowed up & then dived burning furiously. Saw it crash into deck. Crossed coast without trouble & back to base O.K. Nearly formation flying with two Lancs near enemy coast.
Landed at 0400.
[page break]
Mulheim June 22/23. (35)
1/ 4,000 lb. 12/S.B.C. (90 X incend)
Took off at 2250 in ‘D’ 7 climbed over Base to 20,000. Trouble with pot Outer engine, fluctuating revs& boost at 2850 r.p.m. causing rear turret to be sticky. Flew on George to enemy coast, then gentle weave & corkscrew to target area. Saw three kites go down in flames on the way. Large concentrations of searchlights & bags of heavy flak along Northern Ruhr so increased revs & boost to step up airspeed and started more violent weaving. Through search lights without being caught. Saw first T.I. go down and several loads of bombs. Bombed second T.I. and flew steady for photoflash to explode. Just as camera red light came on heard yell from gunners; looked out to starboard and saw four engine plane heading for us at full bore about 100feet away on same level. Did violent dive and he missed us by about six feet – going directly over our heads. Photoflash failed to drop but we wouldn’t have got photo anyway. Turned right off target & flew directly over Duisburg (as ordered!) managed to avoid more search light cones although caught twice for a few seconds. Fires at Krefeld still burning all over town as we passed. Saw three more kites shot down in flames; two exploded on ground third disintegrated in mid – air. Moderate weave & corkscrew all way from target to coast, losing height in 2000 ft steps. Just as we levelled out from one step a green cartridge or rocket appeared above us – probably from a foxed fighter. Crossed coast on track & E.T.A. & set course for home. Engaged George half way across. On reaching base & switching on R/T heard first seven kites call up for permission to land in about fifteen seconds. Green light on U/C failed to come on so I reported U/C failure. Only needed switching over to duplicate bulb! Landed O.K. at 0330.
[page break]
Wuppertal June 24/25. (33)
1/ 4,000lb. 12/S.B.C. (90 X 4lb incend.)
Took off 2240 in ‘E’ climbed over base to 20,000ft, through several layers of cloud giving quite severe icing. Magnetic compass different from D.R. when setting couse so steered magnetic. No trouble until position west of Cologne where we had to orbit to lose time. Saw T.i. go down 7 circled, fighter whipped underneath our tail and a Lancaster also orbiting, must no bead on us as we set course for target (north of Cologne).Bags of searchlights & flak as we crossed defended belt – but flew in & out of cloud to fox them. Saw first T.I. go down and were third onto target Target. Camera failed to turn over and flash failed to drop. Heading south away from Ruhr opened bomb-doors and jettisoned – one can of incendiaries and photoflash went. Went round defences of Cologne, weaving and corkscrewing all the way. No trouble anywhere, crossed coasts (enemy & own) on track and were first to land at Base. Saw one kite in flames over Target.
[page break]
Cologne June 28/29 (25)
1/ 4,000lb. 12/S.B.C. (90 X 4lb incend)
Took off 2300 in ‘B’ & climbed over base to 20,000ft, through layer of low stratus. No trouble on way in, steady weaving from enemy coast. Kept on track and E.T.A. all the way, lost two minutes by alteration of course before running in to target. Track marker dropped behind us, heavy barrage & predicted flak just before E.T.A. target area. Hit by small pieces of flak. On E.T.A. no T.I’s or Sky markers so carried on. T.I’s dropped behind us at zero +8!! Turned right round target area and made second run up on required heading on second T.I’s at zero +20. Through heavy flak again. Markers out so bombed on Flare. Cookie hit bomb doors. Steady weave all the way out – plenty of air – speed. Arrived at base at 4,000ft over 10/10ths cloud. Broke cloud when told over R/T but couldn’t find drome for some minutes, landed O.K.
Believe saw Mosquito (1st T.I. marker) shot down – no P.F.F. late. Saw four kites shot down; & one fighter had a go at four kites on Stbd bow on my way back. (Flak holes in both Stbd engine nacelles, dent in bomb doors. Strip of wood along bomb doors knocked off by cookie.)
[page break]
Cologne July 3/4 (32)
1/ 4,000lb. 12/S.B.C. (90 X 4lb incend)
Took off in ‘B’ & climbed over base to 20,000ft. Stbd outer overheated, very slow climb owing to high air temp & low pressure. S/C at 16,500 & climbed on track. On track & E.T.A. to target. Saw P.F.F. kite shot down (T.I’s exploding.) Gentle weaving & corkscrew all the time. Bombed first T.I. – only two or three kites before us. Flak very heavy over target & were hit by small pieces (three). Came back long route over north France & crossed English coast at Dungeness. Very uneventful all the way.
[page break]
Cologne July 8/9 (8)
1/ 4,000 lb 15/ S.B.C. (90 X4lb. incend)
Took off at 2310 in ‘B’ & climbed over base to 16,00ft – climbed on track to 20,00ft. On track & E.T.A. to target. Usual weaving & corkscrewing all the time. Flak over the target only medium – no hits. Long route back over N.France & crossed English coast at Dungeness. No GEE or George on way back. Very uneventful all the way. Saw three kites shot down.
[page break]
Gelsenkirchen July 9/10
1/ 4,000 lb. 13/S.B.A. (90 X 4lb. incend.)
Took off at 22.55 in @B’ & climbed over base to 20,000 feet. Went round by Texel 7 back across N.France, crossing coast at Beachey Head, to reading & Base. Steady weave all the time over enemy territory, climbing & diving to avoid flying in cloud layers. 10/10ths cloud all the time at different layers up to 23,00 ft. Just managed to see Sky Markers at target. Very little flak at us, a fairly quiet trip – no excitement. No cloud over England on return so no difficulty returning to Base.
[page break]
Hamburg July 24/25 (12)
1/ 4,000 lb. 4/ 1000 lb. 1/S.B.C. (12 X 20 lb. Frag.)
Took off at 2200 in ‘B’, climbed over base & climbed on track to 20,000 ft. Long sea crossing, dropped “Windows” from 50 miles past Danish coast to 50 miles past German coast on way back. Steady weave all the time over enemy territory. Four minutes late on target owing to T.I’s being late. Searchlights & flak – though heavy – were no much good. No fighters seen & no kites shot down. Came back at 175 kts I.A.S. all the way, second back to Base. Easy trip.
Photo plotted on target.
[page break]
Essen July 25/26 (25)
1/ 4000 lb 2/ 1000 lb 5/ 500 lb.
Took off at 2200 in “B” & climbed over Base to 15,00 ft & on track to 20,000 ft. Dropped “Windows” over enemy territory. Steady weave all the way. Target well defended by searchlights & guns but went in to attack between four cones with kite each held and had no trouble. Nearly pranged by another kite:- Dived to miss one from starboard to port and didn’t see other below first one – he dived to miss us. Dropped 500 lb bombs on defences on way in & out of target. First back to base. Easy trip by Ruhr standards. Saw two kites shot down, one just in front of us by night fighter – only about 600 yards away.
Fire tracks on photo.
[page break]
Hamburg July 27/28 (18)
1/ 4000 lb. 3/ 1000 lb 5/ T.I. Green.
Took off at 22.15 in ‘B’ and climbed on track to 20,00 ft. long stooge over sea. Dropped “Windows” over enemy territory. Steady weave as well. Two minutes early on target. Nearly pranged by another Lancaster weaving over target – we climbed and he went below us. Nice easy trip. Second back to Base – (trouble with Burns about our speed!) Saw two kites shot down.
Photo plotted on target.
[page break]
[underlined] Hamburg July 29/30 [/underlined] (28)

1/4000 lb. 3/1000 lb. 5/T.I. Green. 1/T.I. Red.

Took off at 22.15 in “B” & climbed over base to 5,000 feet & on track to 20,000 feet. Stooged on “George” to “Windows” area & then slight steady weave until out of area and back on “George”. No trouble attacking, flak very ineffective & slight; hundreds of searchlights but not predicted. Lovely straight & level run-up until photo-flash went but only got “fire-tracks”! More defences on coast north of Bremen on way out than before but no trouble. Backed up track marker near coast on way out. Back to Base fourth (Bums first & pleased about it) because of orders for Boost & Revs. on return!
Saw four kites shot down.

[page break]

[underlined] Hamburg Aug 2/3 [/underlined] (30)

1/4000 lb. 3/1000 lb. 4/T.I. Green.

Took off at 2345 in “B” & set course over Base at 5000 ft, climbing on track to 20,000 feet. Windows & weaving 50 miles from enemy coast. Crossed coast due North of Bremen and ran into violent thunderstorms (as per Met !!) On NC right up to 30,000 ft with amazing lightning. Course was 140°M but had to steer 240°M to get round cloud. Eventually back on course but found ourselves in centre of storm and had to come out on reciprocal courses. Dropped H.E. on heavy flak defended area estimated to be Bremen. Fires in whole area of N.W. Germany. Only saw about three kites all night. Starboard Outer engine went U/S through coolant leak and had to be feathered. “George” U/S on return journey so had to fly back all the way. Flight Engineer, Roy Shaw, took over for two periods of twenty minutes. I.A.S. 145 knots on return, last back to base by 15 mins. Brought T.1.’s back. Only one crew claimed to have bombed Hamburg out of twenty.

[page break]

[underlined] Nurnberg Aug 10/11. [/underlined] (18)

1/4000 lb. 2/5000 lb. 2/250 (incend.) 5/T.I. Green.

Took of at [missing word] in “B”, climbed over base, and on track. routed over N. France & past Mannheim in S. Germany. Saw two combats over France but quiet trip rest of way except just north of Mannheim. Plenty of searchlights & fair amount of flak there. Had to do violent evasive action before running over cloud & foxing S/L’s. Target covered by cloud and no T.1’s down, so combed estimated centre of fires & brought T.1.’s back. Incendiaries were route markers on way back, saw none to back up because of cloud so dropped them in forest area in S.W. Germany. A pretty quiet trip – not a very good attack.
Fire tracks on photo, with plenty of cloud.

[page break]

[underlined] Milan. Aug 12/13. [/underlined] (7)

1/4000 lb. 3/500 lb. 4/T.I. Green.
Took off at 21.35 in “B”, climbed over base to 5,000 ft and on track to 18,000 ft. Lost height through fighter belt south of Paris and then climbed to 20,000 feet. Saw four machines shot down over France. Not surprising – full moon almost and only 2300 when we crossed the coast so not fully dark. Quiet trip rest of the way, stooged on “George”. Plenty of pin points by moon light. Had seventeen minuits [sic] in hand at Lake Bourget so flew round lakes for quarter of an hour before crossing Alps. Whole crew stopped work and admired Mont Blanc and other mountains by moonlight. Quite a lot of snow on higher mountains. Lost height after crossing Alps to 15,000 feet & attacked at this height. Target poorly defended, vey few searchlights (one picked us up & promptly went out) and only slight flak. Turin burning on way back. Very quiet on way back, took our time & were last back to base.
Fire tracks on photo, with cloud and/or smoke.

[page break]

[underlined] Leverkusen. Aug 22/23. [/underlined] (5)

1/4000 lb. 6/1000 lb. 5/T.I. Green.

Took off at 2135 in “B” & climbed over base to 12000 ft and on track to 20,000 ft. Hardly any cloud on way out and very little opposition. Cloud became 10/10 tho [sic] over Ruhr area but found Cologne by flak bursts. Target covered by cloud and no T.I.’s visible so bombed on E.T.A. retaining T.I.’s. Saw loads of incendieris [sic] burning all over the place under the cloud. Returned faster than we expected.
Saw two machines go down in flames.
Photo’s of fields!

[page break]

[underlined] Berlin Aug 23/24. [/underlined] (58)

1/4000 lb. 3/1000 lb. 4/T.I. Gren 1/Red Spot Fire.

Taxied out in ‘P @ at 2040, rear turret went u/s so had to take reserve. Took off at 2108 in “W” – 23 mins late. Set course eight minutes behind minimum time. No trouble on way there. Cut off corner at last turning point and bombed 2 mins late! Target surrounded by searchlights & fighters but no flak. Ran off target alongside cone of S/L’s holding Stirling. Rather close to Rostock on way out and had to put nose down through S/L belt – 220 knots on clock, about 350 m.p.h. Saw S/L’s at Flensberg but all went out before we got there. Weaving steadily when one S/L came on and caught us and one shell hit us at same time. Hit F/E’s intercom socket and spattered everyone with bakelite. Knocked two port boost gauges U/S and ruined both gunner’s & W/Op’s oxygen. Came straight down thro’ S/L belt as 220 knots I.A.S. again. While stooging home tested undercarriage & tires and flaps.
Flying on George with Nav lights on, and smoking and drinking coffee when German intruder

[page break]

had a packet at us near Norwich. Missed us, all went about 10 feet above but full length of fuselage. Shook us up quite a bit as we had had no air-raid warning.
Went into land, nice touch down at beginning of flare path. No brakes! Called to F/E to cut outer engines, then inners. Told W/Op to tell Control we were overshooting before we ran off runway. Crossed road, through corn field, over ditch & through hedge into next field. Tail wheel shoved up through fuselage by ditch & finished up on bottom of rear turret & rudders.
Nothing much said about it.
Fire tracks only on photo.

Took off at 2000 in “L” & climbed to 7,000 round base and to 20,000 on track. Quiet trip all way. Backed up track markers – on way in Red T.I., on way back Red Spot. Caught by master S/L on bombing run but got away by violent evasive action, dropping bombs at same time! Violent weaving off target from 21,000 to 16,000 feet. Quiet trip back although surrounded by fighters. “George” U?S all the time.
Fire tracks on photo.

Took off at 2020 in “L” & climbed over base to 6,000 and on track to 20,000 feet. Routed over London – saw dozens of “V”s being flashed from ground so replied likewise. Quiet trip all the way, pretty well on track. Target area lit by dozens of S/L’s shining on cloud as well as by fires. Saw T.I.’s during run up but couldn’t see them when we bombed, so brought back T.I.’s. Fighter above our tail made us drop early but as we took violent evasive action saw he was after another Lancaster above us. Long stooge back across France with strong head wind. “George” nearly U/S (had to watch & correct it all the time) and “G” U/S. Had to get M/F fix after leaving French coast. Passed over Isle of Wight & Southampton on way to Reading. No excitement at all.

[page break]

[underlined] Hanover Sept 22/23. [/underlined] (26)

1/4000 lb. 6/1000 lb. 4/T.I. Green.

Took off at 1900 in “B” & climbed on track to 20,000 feet. No trouble on way in, but kept wandering off track. Held by searchlights over target and had to do violent evasive action to shake them off. Bombs dropped during evasive action so brought back T.I.’s. Photo showed fire tracks only. No trouble on way back.

[page break]

[underlined] Mannheim Sept 23/24 [/underlined] (32)

1/4000 lb 5/1000 lb. 4/T.I. Green. 1/Red Spot Fire.

Took off at 1945 in “B” & climbed on track. Had to climb hard to reach 20,000 before crossing enemy coast. No trouble on way to target. Used “Y” for pin-points but bombed visually. Nice steady run up through searchlights – caught but not held. No trouble on way back except that we turned too early on last leg and crossed North French coast 30 miles east of correct position.

Took off at 1900 in “B” & climbed on track to 20,000 feet. Trouble with rear turret as we crossed English coast, fixed it and carried on but it went again over North Sea. Jettisoned bombs in sea and turned back as turret was completely U/S with bad oil leak.

[page break]

[underlined] Munich Oct 2/3. [/underlined] (9)

1/4000 lb. 5/1000 lb.

Took off at 1900 in “B” & climbed on track to 20,000 feet. Went as Main Force, Blind Marker U/T, so carried no T.I.’s. Arrived at last turning point, after very quiet trip, 5 1/2 mins early so orbited twice. Lost time somewhere on last leg before timed run and bombed 8 mins late. Held by searchlights so photo showed wavy fire tracks and no ground detail. Quiet trip back to English coast, but took us longer than expected. Bandit Alert so stooged back without nav. lights. Height to fly over base was 7900 feet! Someone started panicing [sic] about low petrol state and half of them joined in. We took our turn and landed 60 gallons left! (15 mins flying.) On approach starboard under carriage wouldn’t lock down, bombadier [sic] paniced [sic] out of nose! Got it down and did steep glide approach & landed O.K.

[page break]

[underlined] Frankfurt Oct 4/5. [/underlined] (12)

1/4000 lb 5/1000 lb.

Took off in at [sic] 18.30 in “B” & climbed to 10,000 feet over base and to 20,000 feet on track. Very quiet trip, no weaving all the way to target. Went as Main Force, Bland Marker U/T so carried no T.I.’s. Weaved violently through searchlights but did perfect straight run up and got ground detail on photo. Out of target very nicely and very quiet trip back without weaving. Tail trimmer {stuck, froze} and had to push against wheel for 2 ½ hours before it unfroze. Bandit Alert over England so stooged back at 4000 feet without Nav lights. First back to base and made approach from 4000 ft! Aiming point photo.
[underlined] Freidreichaven Oct 7/8 [/underlined]. (23)
1/4000 lb. 2/1000 lb. 1/T.1.Red. 1/T.1.Yellow 8/S.B.C.
(4 White Flares)
Took off at 2050 in “B” & climbed to 10,000 ft over base and to 20.000 feet on track. Quiet trip most of time but did some weaving over France. Rear gunner reported gun flashes directly underneath us when we were straight & level so did steep diving turn to Starboard. Several shells arrived exactly where we [deleted] had [/deleted] would have been. We heard them explode and felt them. No damage. Run up to target was very hot with flak but not a lot of searchlights. Hit somewhere over target and damaged brake pressure line, consequently “blower” disengaged and we came back at ‘0’ boo[deleted]a[/deleted]st. Reported low brake pressure on arrival at base and told to wait. Aircraft landed with bust tyre & blocked runway. All diverted to Gravely – kept us circling for short time first. Two aircraft logged at Gravely so diverted to Oakington. First to land there – back to base by transport. “B” U/S with flak hole – through rear of port wing and
[page break]
out at leading edge, cutting main spar in half on way.
“L” & “F” bombed our T.I. and got aiming point photo, we got same smoke screen but couldn’t be plotted.
Freidreichaven was “Spoof” target while main force went to Stuttgart, only 16 aircraft on and target hotter than main target. We were Blind Markers for first time.
[page break]
[underlined] Hannover Oct 8/9. [/underlined] (31)
1/4000 lb. 4/1000 lb. 2/T.1. Yellow. 6/S.B.C. (4 White Flares)
Took off at 2245 in “Z” & climbed to 8,000 ft over base and 20,000 feet on track. Quiet trip all way but had to lose a lot of time on route – five orbits. One person dropped flares just as we were running up somewhere well to East, other blind markers in same place as us. Held by master searchlight during run-up but got away. Over a hundred S/L’s at first but they all went out ten minutes after raid began.
Uneventful trip back and landed without difficulty despite local mist.
Photo 2000 yds from aiming point
[page break]
[underlined] Frankfurt Oct 22/23 [/underlined] (44)
1/4000 lb. 4/1000 lb. 2/T.1. Yellow 6/S.B.C. (4 White Flares)
Took off at 1820 in “B” & climbed to 17,500 ft on track. Bad misting on inside of all cockpit windows which turned to ice above freezing level. Couldn’t get rid of it and consequently couldn’t see out at all. Ran into heavy CuNb and started heavy icing, which started making us lose height at 2850 revs, + 8 boost. Jettisoned 2/1000 lb bombs but it made no difference. Decided to boomerang and jettisoned H.E., retaining T.1.’s & flares, whilst loosing height.
Frankfurt was spoof target for Kassel.
[page break]
[underlined] Cologne Nov 3/4 [/underlined]. (7)
1/4000 lb 6/1000 lb. 4/T.1. Red
Took off at 1720 in “B” & climbed to 8,000 ft over base and to 20,000 ft on track. No trouble all the way, fighters probably grounded through fog. Gained time and had to orbit just outside target area. Held by searchlights during bombing run and then coned. Gunners paniced [sic] and we dropped bombs about 15 seconds early. Straight & level for photograph – forgot searchlights would ruin it! Coned all the way across the target and only got out by outdistancing the searchlights. Quiet trip all the way back.
It was only just dusk when we crossed coast in and quarter moon made it even lighter.
60 aircraft on Cologne, spoof for Dusseldorf with over 500 on.
[page break]
[underlined] Modane Nov 10/11 [/underlined] (NIL)
7/1000 lb. 6/S.B.C. (4 White Flares)
Took off at 21.05 in “B” & climbed to 20,000 ft on track. No opposition all the way over France and [underlined] none [/underlined] over the target either. Saw the Alps by moonlight for the second time. Map read on last leg to target and dropped flares on aiming point [inserted] dead on time [/inserted] Did a complete circuit and bombed the T.1.’s dropped by Visual Markers after our flares. No opposition all the way back. Stayed up at 20,000 ft & crossed a very active warm front at 24,000 ft. Lost it all over base.
Aiming point photograph.
[page break]
[underlined] Cannes Nov 11/12 [/underlined]. (7)
1/4000 lb. 6/500 lb. 1/T.1. Yellow 5/S.B.C. (4 Flares)
Took off at 1830 in “B” & climbed on track to 15,000 ft. No opposition all the way over France. Saw Alps by moonlight for third time. Got to port of track on long leg to coast and came out over Cannes itself – and one light flak gun opened up! Plenty of time in hand so headed back for turning point for timed run onto target. Half way there decided to run in on “Y” only so turned for target. Moonlight visual markers dropped their T.1.’s so bombed those straight away & brought back our flares and T.1. Bombed dead on time. Defences were three small searchlights and two light flak guns.
No trouble at all on way back but saw two aircraft shot down to starboard of us over North France.
Aiming point photos.
[page break]
[underlined] Ludwigshaven Nov 17/18 [/underlined]. (5 [deleted] [indecipherable number] [/deleted])
5/2000 lb.
Took off at 1705 in “D” & climbed to 20,000 ft on track. Severe internal icing all the way, started at freezing level (2000 ft) and didn’t clear until we descended on way back. I kept my cockpit windows free by continually wiping them with a handkerchief soaked in glycol. The mid-upper gunner, [inserted] was [/inserted] hardly able to see out of his turret the whole trip. The rear gunner’s oxygen froze up and his guns wouldn’t depress. But we carried on! Low cloud during the whole trip but it cleared over the target and we were able to get a photo. Opposition was negligible, we saw no fighters & very little flak. Searchlights caught us once but couldn’t hold us.
80 P.F.F. aircraft only on raid.
Aiming point photo.
[page break]
[underlined] Berlin Nov 18/19 [/underlined] (33)
1/4000 lb 3/1000 lb. 4/T.1. Red.
Took off at 1715 in “B” & climbed to 20,000 ft on track. No opposition all the way there & back & very little over the target. 10/10 [indecipherable word] low cloud all the time, probably kept the fighters grounded & made searchlights hopeless. Only a comparatively few guns on target and flak not concentrated. [deleted] [indecipherable letter] [deleted] Kept gaining time on way there & had to do several orbits. Winds changed coming back and we were an hour later at French coast than Flight plan times. Also 40 miles off track! Nine aircraft out of 450 missing (all Lancaster raid).
Mannheim was other target, we saw fires burning on way back. Aircraft all over Germany on way back, some went right over Ruhr!
No photo because of cloud.
[page break]
[underlined] Berlin Nov 22. [/underlined] (25)
1/4000 lb. 3/1000 lb. 4/T.1.Red. 4/T.1. Green 4/Sky-Red + Green.
Took off in “ “ & climbed to 20,000 ft on track. Thick cloud and fog on ground all the way there and back with only occasional breaks. Hardly any opposition all the way. Flak over target did not start until first aircraft dropped bombs & was not concentrated or heavy even then. I did plenty of weaving all the way, especially coming off the target. Kept pretty well on track all the way & did the trip in 5 1/2 hours although airborne a little longer. First back to base.
No photo because of cloud.
[page break]
WHO SAID “JOIN”.?
[page break]
GET A “NUMBER”!
[inserted] Notice to a Royal Air Force Volunteer Reservist to join for Service in the Royal Air Force
745833. SGT. DAWSON. S.R.
HESSLEMOUNT,
BEECHMOUNT Rd.,
BASSETT, SOUTHAMPTON.
You are hereby required to join the Volunteer Reserve Town Centre at SOUTHAMPTON
on (date) [underlined] 1 – SEP 1939 [/underlined]
1. Should you not present yourself on that date, you will be liable to be proceeded against.
2. You will report in uniform, if in your possession, and bring with you any remaining items of uniform, and small kit.
3. You should also bring with you:-
(i) National Health and Pensions Insurance Card.
(ii) Unemployment Insurance Book, or Unemployment (exempt persons) Book, or Official Receipt Card (U.I.40) in lieu of either.
(iii) If you are married: your marriage and birth certificates of children (if any), if these have not already been officially recorded.
4. You must not, however, delay rejoining [sic] because any of the foregoing are not in your possession.
[date stamp] [italics] Official Stamp (Dated) of Mobilizing Authority. [/italics] {/inserted]
[page break]
Form 1866.
ROYAL AIR FORCE VOLUNTEER RESERVE.
(PILOT SECTION)
NOTICE PAPER
FIVE YEARS’ RESERVE SERVICE.
Signature of applicant receiving the Notice paper [underlined] [signature] [/underlined]
NOTICE to be given to the applicant at the time of his offering to join the Royal Air Force Volunteer Reserve.
Date [underlined] 26th April [/underlined] 1939..
The general conditions of the Contract of Enlistment that you are about to enter into with the Crown are as follows :-
1. You will engage to serve His Majesty (as a special reservist) for a period of five years in the Royal Air Force Volunteer Reserve, provided His Majesty should so long require your services.
2. You will be liable to be called out for training as explained in Question 21 on page 3 of this Form.
3. You will be liable to be called out on permanent service as explained in Question 22 to 24 on page 3 of this Form, and to be called out to aid the civil power in the preservation of the public peace. When called out on permanent service you will form part of the Regular Air Force.
4. When called out for training or for service as explained in Questions 21 to 24 on page 3 of this Form you become subject to the Air Force Act.
5. You will be liable when called out and if medically fit, to go into the air whenever required to do so.
6. If you are in receipt of a service or disability pension you are not eligible for enlistment.
7. You will not be permitted while serving in the Royal Air Force Voluntary Reserve to join the Royal Navy, Army, or Royal Marines, the Militia, the Territorial Army, the Auxiliary Air Force, or the Reserves of those forces.
8. You will be required by the Attestation Officer to answer the questions printed on pages 2, 3 and 4 of this Form, and take the oath shown on page 4, and you are hereby warned that if you wilfully or knowingly make, at the time of your attestation, any false answer you will thereby render yourself liable to punishment.
Signature and rank of Officer or N.C.O. serving the Notice Paper [underlined] [signature] [/underlined]
ROYAL AIR FORCE VOLUNTEER RESERVE.

[underlined] Certified Copy of Attestation [/underlined]

[underlined] No. [blank] Name [blank] [/underlined]
[underlined] Questions to be put to the Recruit before enlistment into the Pilot Section of the Royal Air Force Volunteer Reserve. [/underlined]

You are hereby warned that if, after enlistment, it is found that you have wilfully or knowingly made a false answer to any of the following questions you will be liable under the Air Force Act to a maximum punishment of two years' imprisonment with hard labour.

1. What is your name ? 1. Christian Names Stephen Rayner Surname Dawson.
2. Where were you born ? 2. In the parish of Hessle in or near the town of Hull in the county of Yorkshire
3. What was the date of your birth ? 3. 27th April 1920.
4. Are you married? 4. No
5. What is your full postal address ? 5. "Hesslemount" Beechmount Road, Bassett, Southampton
6. Are you a British subject by birth ? 6. Yes
7. Are you of pure European descent ? 7. Yes
8. Are your parents both British subjects by birth ? If not, state separately their nationality at birth. 8. Yes
9. Are you, or is either of your parents, a naturalised British subject ? 9. No
10. If so, state the date(s) of the naturalisation certificate(s). 10. [blank]
11. What is your profession or calling ? 11. Shipping Clerk
12. What is your religious denomination ? 12. Methodist
13. Are you willing to be enlisted (as a special reservist) in the Royal Air Force Volunteer Reserve for five years provided His Majesty should so long require your services ? 13. Yes
14. Have you been convicted by the civil power? If so, give particulars and dates of all convictions. 14. No
15. Do you now belong to any of the regular or non-regular Naval, Military or Air Forces of the Crown in this or any other country, or to any Police Force ? If so, state to what unit or corps you now belong, your official number, what rank you now hold, and whether it is substantive or acting. 15. No

[page break]

16. Have you ever served in any of the regular or non-regular Naval, Military or Air Forces of the Crown in this or any other country, or in any Police Force ? If so, state the unit in which you have served, your official number, the cause of your discharge, the rank you held on discharge, and whether it was substantive or acting. 16. No
17. Have you truly stated the whole of your previous service, if any ? 17. Yes
18. Have you ever been rejected as unfit for any of the Naval, Military or Air Forces of the Crown ? If so, on what grounds ? 18. No
19. (a) Have you ever been awarded a disability pension, a gratuity or any temporary or conditional allowance for disability ? 19. (a) No
(b) Are you now in receipt of any such pension or allowance ? (b) No
20. Did you receive a notice and do you understand what it means ? Who gave it to you ? 10. Yes. Name Flight Lieut. S.F.W. Laidlaw
21. Are you aware that you will be liable to be called out for 15 days' training (involving continuous whole-time attendance) annually, and also to attend for training at week-ends, in the evenings, or at other times, as may be required ? 21. Yes
22. Are you aware that you will be liable to be called out on permanent service in the United Kingdom or elsewhere, ashore or afloat, in cases of imminent national danger or of great emergency, and also will be liable to be called out to aid the civil power in the preservation of the public peace ? 22. Yes
23. Are you aware that you will be liable (whether or not the Air Force Reserve is called out on permanent service) to be called out and to serve within the British Islands in defence of the British Islands against actual or apprehended attack : it being understood that service on any flight of which the points of departure and intended return are within the British Islands or the territorial waters thereof is to be deemed to be service within the British Islands, notwithstanding that the flight may in its course extend beyond those limits ? 23. Yes
24. Are you aware that, if called out under paras. 22 and 23 above, you will be liable to be detained in Air Force service for the unexpired portion of your service in the Royal Air Force Volunteer Reserve, and for a further period not exceeding 12 months, if so directed by the competent Air Force authority ? 24. Yes

[page break]

[bookmark MDawsonSR142531-160516-010024 is a duplicate of bookmark MDawsonSR142531-160516-010022]

[page break]

[inserted] End of "V.R." Days. - and Beginning of "R.A.F" [/inserted]

No. 745833 Rank. SERGEANT Name. Dawson S.R.
This is to certify that the above named R.A.F. Volunteer Reservist has been issued with all Flying Kit and has been cleared of all outstanding liabilities on Posting from this School.

[Photograph of H.P. Hampden Cockpit with hand drawn diagram showing all instruments/levers etc., numbered with each item named.]
[page break]
[inserted] [two newspaper cuttings] [/inserted]
[page break]
[inserted] [two newspaper cuttings] [/inserted]
[page break]
[inserted] [one newspaper cutting] [/inserted]
[inserted] FIRST SUCCESSFUL “DROP”BY P/O GRYLLS AND SGT. DAWSON.
FEB 9th 1941
HAMPDEN AD730. No 50 SQDN
[page break]
[inserted] [two newspaper cuttings] [/inserted]
[page break]
[duplicate bookmark]
[page break]
[inserted] Air Publication 1548 THE RESPONSIBILITIES OF A PRISONER OF WAR [/inserted]
[page break]
[inserted] Sergeant Dawson was posted to No. 50 Squadron in December 1940. His first 14 operational flights were done as Navigator to F/O Gylls D.F.C. These two form an outstanding team. Throughout the sever winter weather conditions they attacked many highly defended targets in [deleted] fact [/deleted] the face of intence [sic] fire and searchlight[deleted]s[/deleted] defences. The could always be relied upon to attack the primary target successfully and largely due to the skill and courage of Sgt. Dawson, the safe return of the aircraft was always ensured. Sgt. Dawson continued to display the same gallantry and courage after conversion to Captain One night in June he was Captain of an aircraft detailed to attack a target in Kiel. Extremely bright donditions [sic] prevailed because of the moon and the northern lights. On the way to the target whilst crossing [deleted] the [/deleted] Denmark the aircraft was held in a cone of searchlights and attacked by 3 M.E. 110. using cannon and machine gun fire. Displaying great coolness and courage Sgt. Dawson successfully evaded the three fighter aircraft and the searchlights. He then proceeded to the target which was bombed successfully and a fire started.
Just see what you have done Steve, you clever little boy. Anyway you deserve it. [/inserted]
[inserted] RECOMMENDATION FOR D.F.M.
SEPT. 1941. {/inserted]
[page break]
[duplicate bookmark]
[page break]
GOT IT!!
H.Q No. 5 Group,
Royal Air Force,
Grantham,
Lincs.
23rd November, 1941.
Dear Dawson
I was very glad to see your Distinguished Flying Medal in the Gazette the other day. Many congratulations on a very well earned decorations [sic]. Well done.
Yours sincerely
J C Slessor

You have today qualified for the award of the Path Finder Force Badge and are entitled to wear the Badge as long as you remain in the Path Finder Force.
2. You will not be entitled to wear the Badge after you leave the Path Finder Force without a further written authority from me entitling you to do so.
[signature]

It is very sad, they were such a decent bunch of fellows. We are all very proud of the wonderful job they have done.
I hope you are doing well and like your station – when will you be calling in this way? There are very few of the old Bournites left, but w ewould like to be back there.

As pilot and captain of aircraft Flight Lieutenant
Dawson has completed numerous operations against the enemy,
in the course of which he has invariably displayed the
utmost fortitude, courage and devotion to duty.

[page break]

ANOTHER “GONG”.

[newspaper cutting re S.R. Dawson]

[page break]

MORE BLURBS.

[various newspaper cuttings re award of the DFC to S.R. Dawson]

[page break]

[newspaper cutting 9 DAYS’ DIGGING TO FIND
DUMMY 10-TON BOMB]

[page break]

THE “GRAND SLAM” OR “TALLBOY LARGE”.
MARCH 13TH 1945 AT “ASHLEY WALK” RANGE

Title

81 aircrew in front of a Hampden

Description

81 aircrew, officers and non commissioned officers in four rows in front of a Hampden. Two engines are visible and behind is an open hangar door. On the reverse, names are underlined in red, green or both colours.

Publisher

IBCC Digital Archive

Contributor

Claire Monk

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Title

RAF Swinderby [concept]

Description

RAF Swinderby was in Lincolnshire, eight miles south-west of Lincoln. It opened in August 1940 as part of 1 Group Bomber Command when it was home to the first two Polish Squadrons with the RAF. The runways were concreted in November 1941, and it reopened in June 1942 as part of 5 Group. After the war is was used as a training establishment until it closed in 1993.
It was home to: 300 Squadron, 301 Squadron, 50 Squadron, 455 Squadron and 1660 Heavy Conversion Unit
Aircraft flown included: Battle, Wellington, Oxford, Hampden, Lancaster, Halifax, Stirling, Manchester, Harvard.
Wartime losses: 319

Publisher

IBCC Digital Archive

Contributor

Hugh Donnelly

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

Spatial Coverage

Title

RAF Balderton [concept]

Description

RAF Balderton was in Nottinghamshire, two miles south of Newark-on-Trent. Construction began in 1940 and it opened in June 1941 with grass runways as part of 5 Group. It became home to 408 Squadron and its Hampdens in December 1941. Its runways were converted by 1943 and it was handed to the United States Army Air Force in 1944 in preparation for the invasion. Frank Whittle’s prototype jets were dispersed to the airfield in March 1943 and February 1944 for engine trials.
It was home to: 408 Squadron.
Aircraft flown included: Hampden, Lancaster, Halifax, Horsa, Blenheim and C-47.
Wartime losses: 195

Publisher

IBCC Digital Archive

Contributor

Clare Bennett

Julian Maslin

Rights

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.